Construction of ships.



A. O. GAINES. CONSTRUCTION O1? SHIPS. APPLICATION FILED JUNE 28, 1911.

1,008,093 Patented Nov.'?, 1911.

2 SHEETS-SHEET 11 -A. G. GAIN-HES.

CONSTRUCTION OF SHIPS.

APPLICATION FILED JUNE 28, 1911.

Patented N 0V. 7,-1911.

2 SHEETS-SHEET 2.

. ARTHUR CLIFTON CAINES, or SWANSEA, ENGLAND..

CONSTRUCTION OF SHIQiS.

Specification of Letters Patent.

Patented Nov- 7,1911.

Application filed. June 28, 1911. Serial No. 635,790.

To all whom it may concern:

Be it known that I, ARTHUR CLIFTON CAINES, a subject of the King of Great Britain, residing at Swansea, in the county.

of Glamorgan, South Wales, England, have invented certain new and useful Improvements in the Construction of Ships, and of which the following is a specificatlon.

lateral rolling of the vessel is in greater part 1 prevented, and the vessel has greater buoyancy when encountering either a running or a head sea, while at the same time owing Q- to the arrangement of the water-tight com- E partments, the vessel is prevented from sinkl ing in case of damage; beyond this, the obiject is also to produce, by the construction hereafter described, a drier vessel, and one;

the shape of which will tend to return the waves striking its sides, upon themselves. Inthe construction of ships as atpresent known, it has been proposed to provide air or float chambers extending outward above the f water line and beyond the sides of the vessel,; with the object of preventing the ship from: sinking or capsizing. It has also been pro-v posed in ships provided with a belt of such? air chambers, to construct the said vessel with a flat bottom, and it has even been-suggested that the bases of the belt of float chambers should extend below the water line or at any rate below theload water line.

Now according to my invention I extend the frames and plating of the hull in an out 'ward and upward curve considered from the vertical central longitudinal plane of the return curve so as to increase the width orf beam of the hull toward the bottom, producing a bulbous form which merges into a flat bottom... Withsuch a construction the exterior offithe side of the vessel presents a longitudinally extending concave surface, such being produced by the outwardly longitudinally extending curved surface of the float chambers in conjunction with the outwardly and longitudinally extending curved surface of the lower part of the hull, which 5 latter surface merges, as aforesaid, into the The object of this invention is to provide T an improved construction of ship, the hulli of whichshall be so shaped, and also provided with such an arrangement of water-tight. compartments, that the possibility: of theship'capsizing is rendered extremely remote, I

flat bottom with which the vessel is constructed.

The construction according to this invention will be better understood by aid of the drawings, in which- Figure 1 is a side elevation, Fig. 2 a'plan view, Fig. 3 a cross'section on the line X Y of Fig. 2, and Figs. 4 and 5 are cross sections respectively on the lines X Y? and X Y of Fig. 2.

It will be understood that the drawings are iagrammatic, and ate intended to illustrate the curvature of the vessels sides and the location of the air or float chambers,

vwhile as will be well understood by naval architects, the actual lines of the vessel will be designed as circumstances-may require.

Considering more'particularly Figs 1, 2 and 3, it will be observed that the frames and plating of the hull (Fig. 3) extend towar'd-the-main deck in an outward and upward curve at 1, presenting a concave external surIace, while the lower part of the hull is curved also outward into a bulbous form at 2, and the bulbous formation of the lower part of the side of the vessel merges.

into a flat bottom 3. I

, The float chambers are, as aforesaid, formed in the up er outwardly curved part as indicated at 4, and by inspection of the plan it will be seen that the vessel is divided by water-tight bulk-heads 5, and the air chambers 4 in the construction shown, are

also divided transversely in line with the said bulk-heads. Beyond this, the air chambers 4 may be constructed around, the stern ofthe vessel and extend in tapering-formation up. to the bow.

With a formation of hull such as illustrated at Fig. .3, the vessel has a considerthe lineA, at which point, with vessels ordinarily constructed, stability would only commence, and at the load water line B the stability of such a vessel and its resistance to rolling are g atly increased as compared with vessels as ordinarily constructed; for instance supposing here is a tendency to roll in the direction of the arr ow, Fig. 3, such" a tendencywill be resisted by the over 'hanging' concave wall of the air chambers at.

about the arrow C and simultaneously will also be resisted by the longitudinal bulbous formation of the lower partof the hull upon the opposite side as indicated at the arrow I), while in conjunction with these curved surface's the flat bottom of the vessel still further increases the resisting power 'of th'c hull to such motions. y

When considering Figs. 1 and 3, it is to be further observed that waves advancing for instance in the direction of the arrow B (Fig. 3) will tend, on strikingthe longitudinallconcave surface of the hull side, to be turned back upon themselves, whilethe vessel is thereby given, by reason of this longitudinal. concave external surface, greater buoyancy when encountering either a head sea ora running sea, that is whether the vessel when being propelled through the water,-is encountering waves upon one side of thebow, orwhether the waves following the vesselstrike one or other side near the stern.

- .Tho air. or fioat chambers do not restrict the cargo-carrying capacity interior space of the vessel, particularly when it iscon sideredthat extra space is given by reason ofthe longitudinal bulbous formation the lower part of the hull as at 2, and moreover they also; prevent any possibility of the vessel capsizing or actually sinking. In this connection the air chambers should .be proportionedwso that the opposite lair chamhers on eachsidc of one of. the holds, that is between two bulk-headsv such as 5, Fig. 2,

' should, when taken in conjunction with the bow and stern;,air chambers, be sufficient to support the weight of that. part of the structure and the. contents included in such a hold. Y

Thediagrams at Figs. tand dmerely show 'a possible variation in the outline of the vesextending throughoutthe length thereof, and the lower part of said hull having a longitudinally-extending bulbous formation to form in conjunction with the concave curvature of the external side surface of said float chambers, a concave longitudinallyextending external surface at about the load water-line, substantially as set forth.

2. In a ship, the combination with a hull and outwardly extending air-tight float chambers at the upper part thereof, the outer side "wall of said longitudinally-extending float chambers presenting a concave curvature on the exterior of said hull and extending throughout the length thereof; of a longitudinally-extending bulbous formation at the lower partof said hull to produce the concave longitudinally extendin external surface at about the load water hne by the conjunction of said concave curvature of the exterior wall of said float chambers with the upper p art of said outwardly extending bu lbous formation, and a flat bottom to said hull into which fiat bottom the lower part of said bulbous formation merges, substantially as set forth.

In a ship, the combination with a hull and, outwardly extending air-tight float chambers at the upper part thereof, said .float chambers extending from the bow on botlnsides and throughout the length of said hull and extending around the stern thereof, the outer side 'wall of said float chambers presenting a concave curvature on the exterior of said hull, and transverse partitions to divide said float chambers into compartments; of a longitudinally-extending bulbous formation-at the lower part of said hull to produce a concave longitildinally-extending surface at about the load water line by the COIijllIlCtlOIrOf saldconcave curvature of the exterior wall of sald float chambers with the upper part of said outwardly extending bulbous formation of said hull, and a flat bottom to said hull into which 'flatbottom the lower part of said bulbous formation merges, substantially as setforth.

4. In a ship, the combination with a hull having the frames and plating at the upper part of said hull structure curved outwardly throughout the length of said hull and extending to the bow and around the stern of the vessel to present a concave curvature on the exterior of said hull, said frames and plating being also curved outwardly at the lower part of said hull into a longitudinallyextendingbulbous formation to produce a concave longitudinally-extending external surface at about the load Water line, an inner partition extending from the bow and around the stern of said hull, the lower edge ofsaid partition conjoining said contzave longitudinally-extending surface at about the load water line, and an upper deck conjoining said outwardly extending upper part outwardly extending part, and transverse part-ltlons subdxvldmg seld ear-t1 ht chamof said huli, said IongituoiinaHy-extending ous formation of said hull merges, substanpartition conjoining said deck to form overtially as set forth. 10 hanging water-tight ehambers in said upper In Witness whereof I have hereunto set my hand in the presence of two Witnesses.

ARTHUR CLIFTON CAINES. her to form float chambers; of a at bottom Witnesses:

tosaid hull into which flat bottom the lower v G. U. COUCH; 'gmrt of said Iongituriipally-extending bulb- F. TAYL R. 

